CN111204335A

CN111204335A - Method and device for operating a vehicle to avoid or eliminate traffic congestion

Info

Publication number: CN111204335A
Application number: CN201911141153.7A
Authority: CN
Inventors: H.米伦茨
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2018-11-21
Filing date: 2019-11-20
Publication date: 2020-05-29
Also published as: US11663918B2; DE102018219911A1; US20200160716A1

Abstract

Methods and apparatus for operating a vehicle to avoid or eliminate traffic congestion. The invention relates to an improved possibility of avoiding or eliminating traffic congestion. In particular, the invention relates to a method for operating a vehicle (100), wherein a dynamic object (200) is predicted to intersect at least part of a first traffic area portion (140) occupied by the vehicle (100), wherein the vehicle (100) is in a waiting condition waiting for release to continue driving. A trajectory (150) of the vehicle (100) is then determined, the trajectory (150) at least eliminating or avoiding intersection of the dynamic object (200) with the first traffic area portion (140). Furthermore, the invention relates to a device for operating a vehicle, to a program element and to a computer-readable medium having such a program element.

Description

Method and device for operating a vehicle to avoid or eliminate traffic congestion

Technical Field

The invention relates to a method and a device for operating a vehicle, which may in particular be an at least partially autonomous vehicle. Furthermore, the invention relates to a program element and a computer-readable storage medium having such a program element.

Background

In particular in the field of at least partially autonomous vehicles, dynamic objects such as pedestrians, passenger cars, trucks, buses, etc. can be identified. For this purpose, for example, an object classification can be used, on the basis of which a driving strategy of the vehicle is determined, for example, a trajectory of the at least partially autonomous vehicle can be planned for continuing the driving, etc. For this purpose, data of vehicle environment detection, data of a digital map, information about applicable traffic regulations, etc. may be used.

Traffic situations can also be considered in which a plurality of vehicles meet one another and block one another from further travel, since, for example, the travel paths intersect one another. In the case of conventional vehicles, such traffic situations are usually solved simply in a collaborative manner by coordination or negotiation of avoidance operations, such as signs, gestures of the driver, etc., which help to avoid traffic jams or congestion or even avoid traffic jams or congestion. Thus, a possibility for avoiding or eliminating such or similar traffic conditions may be desirable, in particular for at least partially autonomous vehicles which do not allow negotiation with another traffic participant.

Disclosure of Invention

Embodiments of the present invention provide an improved method and apparatus for operating a vehicle according to the independent or parallel claims. Suitable developments of the invention result from the dependent claims, the description and the drawings.

The method for operating a vehicle according to the first aspect is particularly suitable for operating an at least partially autonomous vehicle. In this case, the method can support at least part of a driving function of the vehicle, i.e. for example part of a driving assistance system. The method can be carried out in a computer-supported manner by an electronic control unit or a group of control units of the vehicle, for example, wherein the control units can have, for example, at least one processor, a memory for program instructions and/or data, a data interface, etc. The method may be implemented as a program element that may include one or more program modules. The method provides for the following steps:

-predicting that a dynamic object intersects at least part of a first traffic area portion occupied by the vehicle, wherein the vehicle is in a waiting condition waiting for release to continue driving.

The waiting condition may be caused, for example, by traffic control, traffic stagnation, or the like. The vehicle does not necessarily have to stop, but may be moved to a parking area, a parking spot, etc. at walking speed, etc. on a slow-traveling basis. The intersection with the first traffic area section can be brought about, for example, in the following manner: there is not provided sufficient space for the dynamic object, e.g. due to required turns of the dynamic object, etc. The prediction may be made by, for example, calculation based on data detected by the vehicle environment, by map data, or the like.

-determining at least one trajectory of the vehicle, for example in a planned or similar manner, which at least eliminates or avoids intersection of the object with the first traffic area portion.

The determined trajectory may in particular be part of an avoidance operation in order to give or release space to the dynamic object that is expected to be needed by the dynamic object. The vehicle can thus eliminate (also formed) traffic congestion by meeting the dynamic objects with one another by giving the dynamic objects the required travel space, in particular in its own traffic surface area section, so that the dynamic objects can continue their travel with as little obstruction as possible.

This configuration can avoid a congestion condition caused by the vehicle, in other words, the vehicle cooperates with the dynamic object. Thereby, for example, a traffic flow in a vehicle environment may be maintained. This may help to improve customer value and avoid discomfort to vehicle occupants.

According to one development, the vehicle can be controlled along the determined trajectory to a second traffic surface portion for which it is predicted not to intersect the object. In other words, the vehicle may free up its own traffic area portion. The dynamic object can thus be given the required driving space.

In one development, the second traffic surface section can be arranged behind the first traffic surface section in the direction of travel of the vehicle, and the trajectory is oriented against the (actual) direction of travel of the vehicle. The trajectory may, for example, form an angle with the direction of travel such that the trajectory may include reverse travel, side travel, queue (rangiren), and combinations thereof. The driving space required by the dynamic object can thereby be released reliably and quickly.

According to one development, for the prediction a measure can be determined with which the object is to be expected to intersect the first traffic area section, and at least one point, line, plane, segment or the like which is outside or in the immediate vicinity of the determined measure is determined. The metric may be, for example, an area metric or the like. The desired travel space can thus be reliably determined.

In one development, the second traffic area portion can be determined on the basis of the determined at least one point, line, plane, segment or the like. In other words, the second traffic area portion may extend away from where the dynamic object and the vehicle are expected to happen to no longer intersect or touch. If necessary, a safe distance to the dynamic object or its predicted trajectory may be maintained. Traffic space can thus be used well without the vehicle unnecessarily wasting space.

According to one development, the free-driving behavior of the vehicle environment between the first and second traffic surface sections can be checked for determining the trajectory and the trajectory can be determined at least as far as the obstacle. For example, the drivability of the reverse space in relation to the vehicle may be considered at the same time. If the reverse space is still blocked by another traffic participant or a static object before reaching the parking point, only the most probable area is determined as a trajectory or only the most probable area is driven. This makes it possible to avoid or eliminate the traffic jam as appropriate for driving.

In one development, the object can be classified on the vehicle side for the prediction and/or the contour of the object can be at least partially determined. For example, it can be determined for the prediction whether the identified dynamic object, due to its width, length, etc., has a threat of intersecting a traffic surface section of the vehicle, depending on the existing lane geometry. The classifications may include, for example, object types such as buses, trucks, and other objects that exceed a particular size and length. Whereby the prediction can be made more reliable and accurate.

According to one development, the kinematic data of the object can be determined for the prediction. This can be done, for example, by evaluating data of the vehicle environment. It is thus possible to determine, taking into account the kinematic data, with which surface the dynamic object is to intersect the first traffic surface portion of the vehicle. At the boundary of the face, the second traffic area portion may be determined, for example, based on the farthest end. This may lead to a more accurate prediction.

In one extension, the vehicle may wait at a traffic sign that regulates forward travel, the traffic sign being selected from: traffic lights, stop signs, yield signs, etc. Such traffic conditions can be used as a trigger for the prediction, wherein, for example, corresponding program elements for predicting and determining the trajectory are executed.

According to one development, the dynamic object can be situated opposite the vehicle head on, i.e. with a driving direction oriented (if necessary also at an angle) opposite the driving direction of the vehicle. For example, the dynamic object may turn from an intersection to the road on which the vehicle is traveling, and so on.

The device for operating a vehicle according to the second aspect may be particularly suitable for operating by means of the above-described method. In particular, the device has a first data interface which is provided for obtaining detection data of the vehicle environment. In addition, data of a digital map and the like may be obtained via the first data interface. The device also has data processing means, for example with a processor, a data memory for storing program instructions or the like, and arranged for predicting from at least the detection data that a dynamic object intersects at least part of the first vehicle area portion occupied by the vehicle when the vehicle is stopped or moving at walking speed awaiting a release signal to continue driving. Furthermore, the data processing device is provided for determining a trajectory of the vehicle, which trajectory at least eliminates or avoids an intersection of the object with the first traffic area section. The device also has a second data interface, which is provided for providing driving control data for the vehicle, which driving control data comprise the determined trajectory.

The effects discussed above with respect to the method can thereby be substantially achieved.

In one development, the prediction can be performed by an artificial intelligence module implemented in the data processing device, which can have, for example, an artificial neural network that is trained, if necessary, for the task.

According to a third aspect, the invention relates to a program element, in particular a computer program, for operating a vehicle, which program element, when being executed by a processor of a data processing device, is arranged for carrying out the method according to the first aspect.

A fourth aspect of the invention relates to a computer-readable storage medium having a program element, in particular a computer program, according to the third aspect.

The following description of preferred embodiments of the invention together with the description of the invention show further measures for improving the invention in detail on the basis of the drawings.

Drawings

Hereinafter, advantageous embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Figure 1 shows a schematic view of an arrangement for operating a vehicle according to an embodiment of the invention,

FIG. 2 shows a schematic diagram of exemplary traffic conditions that may be considered with a method or apparatus for operating a vehicle according to an embodiment of the invention, an

Fig. 3 shows a flow chart of a method for operating a vehicle according to an embodiment of the invention.

The figures are merely schematic and not drawn to scale. In the figures, elements that are the same, function the same or similar have the same reference number throughout.

Detailed Description

Fig. 1 shows a vehicle 100, which is an at least partially autonomous motor vehicle. The vehicle 100 therefore has actuators (not shown in detail) and vehicle drives, which can be electronically controlled for automatic driving control of the vehicle 100, for example for acceleration, braking, steering, etc.

The vehicle 100 also has a device 110, for example in the form of a driving assistance system, which device 110 has a data processing device 120, for example in the form of an electronic control device, for actuating the actuators and the vehicle drive. The data processing device 120 has a processor 121 and a memory 122 for storing program instructions or program elements for operating the vehicle 100. Furthermore, the device 110 has a first data interface 123 and a second data interface 124, which are coupled to the data processing apparatus 120 or integrated in the data processing apparatus 120, for example. Additionally, the vehicle 100 has a plurality of sensors 130, such as optical sensors, ultrasonic sensors, LIDAR, and the like. The optical sensor 130 is here, for example, a camera which optically detects, for example, regions in front of, to the side of and behind the vehicle 100 and transmits detection data via a first data interface 123 to the data processing device 120, which data processing device 120 can control the vehicle 100 via the vehicle environment, i.e. for example, road traffic, based on the detection data and, if necessary, further data via a second data interface 124.

The data processing means 120 are arranged to predict from at least the detection data that the dynamic object 200 at least partly intersects the first traffic area section 140 occupied by the vehicle 100 when the vehicle is in a waiting condition waiting for a release signal to continue driving. Furthermore, the data processing device 120 is arranged to determine a trajectory 150 of the vehicle 100, which trajectory at least eliminates or avoids an intersection of the object 200 with the first traffic area portion 140. Furthermore, the data processing device is provided to provide the vehicle 100 with driving control data via the second data interface 124, which driving control data comprise the determined trajectory 150 towards the second traffic surface portion 160.

Fig. 2 shows an exemplary traffic situation, in which the vehicle 100 is in a waiting situation and in which the vehicle 100 is obliquely facing the dynamic object 200 in the form of a bus. The traffic situation comprises an intersection where two roads meet, wherein the forward driving control is performed by means of a plurality of traffic lights. In this embodiment, the vehicle 100 waits at a stop in front of a traffic light that signals a wait for the vehicle 100 with a red light. The dynamic object 200 turns from the intersection to the road on which the vehicle 100 waits in front of the traffic light in the first traffic area section 140.

An example method for operating the vehicle 100 in this example traffic situation will now be explained based on fig. 2.

The vehicle 100 detects in advance a dynamic object 200 to be collided with the vehicle 100 by means of the sensor 130 and the data processing device 120. Furthermore, the vehicle 100 determines the object class and/or at least partially the contour of the dynamic object 200 by means of the sensors 130 and the data processing device 120. Furthermore, the vehicle determines kinematic data of the dynamic object 200, such as the speed at which the dynamic object 200 moves to the vehicle 100, the deceleration or acceleration of the dynamic object 200, the angle between the dynamic object 200 and the vehicle 100, etc., by means of the sensor 130 and the data processing device 120.

Based on these data, the vehicle 100 predicts, by means of the data processing device 120, whether the dynamic object 200 will be tangent or intersect the first traffic area portion 140, so that the vehicle 100 will block the continued travel of the dynamic object 200. For example, a metric is determined, such as an overlap metric, an area metric, etc., at which the dynamic object 200 would be expected to intersect the first traffic area portion, and at least one point is determined that is outside of or in close proximity to the determined metric. To this end, it is determined, from the lane geometry and the contour of the oncoming dynamic object 200, which face the dynamic object 200 is to intersect the traffic area section 140 of the vehicle 100 in its steering operation, taking into account the kinematic data of the dynamic object 200. At the boundary of the surface, a point, line or the like is determined at the farthest end, and with respect to this point, line or the like, the parking point of the vehicle 100 (if necessary taking into account the safety distance), the second traffic area section 160 and the trajectory 150 are determined.

Furthermore, the vehicle 100 determines, by means of the sensor 130 and the data processing device 120, whether the vehicle environment between the first and second

traffic surface sections

140, 160 is free-running. In this exemplary embodiment, a further traffic participant 300 in the form of a motor vehicle is located behind the vehicle 100 in the direction of travel, which likewise waits at the traffic light for further travel. In this case, the vehicle 100 determines the second traffic surface segment 160 and the trajectory 150 by means of the sensor 130 and the data processing device 120, so that the vehicle 100 can be controlled up to the immediate vicinity of the further traffic participant 300, if necessary with a safe distance.

When the dynamic object completely leaves the previous traffic condition, the continuation of the travel of the vehicle 100 is determined and controlled. When the traffic signal light gives a release signal, that is, gives a green light, the vehicle 100 is controlled to continue traveling.

Fig. 3 summarizes a method for operating the vehicle 100 in a flowchart. First, in a first step S1, the dynamic object 200 is predicted to intersect at least part of the first traffic area portion 140 occupied by the vehicle 100, wherein the vehicle 100 is in a waiting condition waiting for release to continue driving. Then in a second step S2, a trajectory 150 of the vehicle 100 is determined, which trajectory at least solves or avoids the intersection of the dynamic object 200 with the first traffic area portion 140.

Claims

1. A method for operating a vehicle (100) having the following steps:

predicting that a dynamic object (200) intersects at least part of a first traffic area portion (140) occupied by the vehicle (100), wherein the vehicle (100) is in a waiting condition waiting for release to continue driving, and

determining a trajectory (150) of the vehicle (100), the trajectory (150) at least eliminating or avoiding intersection of the dynamic object (200) with the first traffic area portion (140).

2. The method according to claim 1, characterized in that the vehicle is controlled along the determined trajectory (100) to a second traffic area portion (160), for which second traffic area portion (160) it is predicted to be disjoint with the dynamic object (200) or to overlap with the dynamic object (200) by at least a small amount.

3. The method according to claim 2, characterized in that the second traffic surface section is arranged behind the first traffic surface section (140) in the direction of travel of the vehicle (100) and the trajectory (150) is oriented facing the direction of travel.

4. The method according to any of the preceding claims, characterized in that for the prediction a measure is determined with which the dynamic object (200) is to be expected to intersect the first traffic area portion (140), and at least one point is determined which is located outside or in close proximity to the determined measure.

5. The method according to any one of claims 2 or 3 and 4, characterized in that the second traffic area portion (160) is determined based on the determined at least one point.

6. The method according to one of the preceding claims, characterized in that, for determining the trajectory (150), the freeplay of the vehicle environment between the first traffic area section (140) and the second traffic area section (160) is checked and the trajectory (150) is determined at least as far as an obstacle (300).

7. The method according to one of the preceding claims, characterized in that the dynamic object (200) is classified on the vehicle side for the prediction and/or a contour of the dynamic object (200) is at least partially determined.

8. The method according to any of the preceding claims, characterized in that kinematic data of the dynamic object (200) are determined for the prediction.

9. Method according to any one of the preceding claims, characterized in that the vehicle (100) waits at a traffic sign regulating forward travel, selected from: traffic lights, stop signs, yield signs, etc.

10. An apparatus for operating a vehicle (100) has: a first data interface (123) arranged for obtaining detection data of a vehicle environment, and a data processing device (120) arranged for:

predicting from at least the detection data that a dynamic object (200) intersects at least part of a first traffic area portion (140) occupied by the vehicle (100) when the vehicle (100) is in a waiting condition waiting for a release signal to continue driving, and further being arranged for,

determining a trajectory (150) of the vehicle (100), the trajectory (150) at least eliminating or avoiding intersection of the dynamic object (200) with the first traffic area portion (140), and

a second data interface (124) which is provided for providing driving control data for the vehicle (100), said driving control data comprising the determined trajectory (150).

11. A program element for operating a vehicle (100), which program element, when being executed by a processor of a data processing device (120), is configured to carry out the method according to any one of claims 1 to 9.

12. A computer readable medium having the program element of claim 11.